A quick call to Advance Adapters (800/350-2223, www.advanceadapters.com) told us you'll need an NV4500 bellhousing that was originally designed for 6.2L or 6.5L diesel engines because they use a larger starter motor "pocket." Advance has a plate (PN 712550) that will let you bolt this GM bellhousing to a Dodge version of the NV4500. You'll then use an 11-inch clutch (PN CF165552), an 11-inch disc (PN 383735), and the appropriate release bearing (PN N1714). Bolting your new hybrid NV4500 to your Ford NP205 transfer case will require Advance's kit (PN 50-0207). Keep in mind that your current transfer case crossmember will need to be relocated, and neither of your driveshafts will be the right length anymore. That still leaves fabbing up your own engine mounts, engine accessories, plumbing, and wiring in addition to making sure the radiator has enough cooling capacity and adding an oil cooler. This conversion will certainly challenge your cheapness on a whole new level!
Ford Tranny Envy
I would like to know your opinion of Ford's 4R70W automatic transmission. I've put 59,000 miles on one of these units in my '97 F-150 SuperCab 4x4 with a 4.6L V-8 and a 3.55 limited-slip axle. Now I'm having trouble with the 3-2 downshift when the engine is at low-to-mid rpm. The transmission seems to vibrate and stutter until it finally downshifts. I read in the July '01 issue of 4-Wheel & Off-Road that the E4OD transmission was thought of favorably ("A Trick Fix for Your Sick C6"). Just curious why I got the 4R70W and whether it's a car or truck transmission.Jerry Lawsonby e-mail
Beginning in 1994 Ford used the 4R70W transmission to replace the old AOD (Automatic Over Drive) transmission in both car and light-truck applications. Heavier-duty applications get the E4OD (now replaced by the new 4R100) in Excursions, Navigators, 31/44-, and other Super Duty trucks. Think of the 4R70W transmission as an electronically controlled version of the AOD. Like the AOD, the 4R70W uses a 14-bolt transmission pan and holds close to 14 quarts of Mercon ATF. The name "4R70W" means it's a four-speed, rear-wheel-drive transmission with a relative torque capacity of 70, and it uses a wide-ratio gearset. Gear ratios are 2.84, 1.55, 1.00, and 0.70, with a Reverse gear of 2.33. The only cars you will find this transmission in are the Crown Victoria (including the Police Interceptor package cars) and Mustangs. We don't think the 4R70W is light-duty, as Ford puts it behind the 260hp and 330-torque 5.4L engine in the 6,750-pound GVW F-150 SuperCrew. If yours is acting up you can try changing the filter (Ford PN F6AZ-7A098A) and fluid, but we recommend taking it in to have the trouble codes scanned to see if one of the sensors is goofing up.
Mopar Jeep Parts
I have an '81 CJ-7 Renegade and it's time to address the low performance of the bone-stock 258ci engine (with that beloved Carter two-barrel) butted-up to an SR4 transmission and a Dana 300 transfer case. It's got nearly 150,000 miles, but still seems to run strong and has good compression despite the oil leaks. The only time I have problems is on steep grades and off road. It seems that the problem is the carburetor. I'm considering the Mopar fuel injection kit for the benefits on steep grades and at higher elevations as well as the fuel economy (I'm only getting 8 mpg now) and increases in horsepower and torque. The obvious drawback is the cost. Would it be better to go with a whole new engine, and if so, which one? Seamus McDermottby e-mail
If you think the 258 is in good shape then we'd go after the Mopar MPI package for your Jeep (www.mopar.com, or see your local DaimlerChrysler dealer) instead of an engine swap. Manual transmission Jeeps like yours use PN P5249610 (automatic transmissions use PN P5249686). The kit is expensive at $2,570, but it is truly complete and will make your engine run much better.